EP3533678A1 - Dispositif de commande - Google Patents

Dispositif de commande Download PDF

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Publication number
EP3533678A1
EP3533678A1 EP19160111.1A EP19160111A EP3533678A1 EP 3533678 A1 EP3533678 A1 EP 3533678A1 EP 19160111 A EP19160111 A EP 19160111A EP 3533678 A1 EP3533678 A1 EP 3533678A1
Authority
EP
European Patent Office
Prior art keywords
driving
route
electric power
section
mode
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP19160111.1A
Other languages
German (de)
English (en)
Inventor
Sui KURIHASHI
Yoshihiro Sakayanagi
Yoshiyuki Kageura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2018178140A external-priority patent/JP7067388B2/ja
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP3533678A1 publication Critical patent/EP3533678A1/fr
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/068—Engine exhaust temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle for navigation systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • the present disclosure relates to a control device for a hybrid vehicle.
  • Japanese Unexamined Patent Publication No. 2014-162261A discloses a conventional control device of a hybrid vehicle configured so as to prepare a driving plan dividing a projected route up to a destination into a plurality of sections and classifying the sections into EV sections of driving by an EV mode and HV sections of driving by an HV mode.
  • the present disclosure was made in consideration of such a problem and has as its object to keep down the number of times of warming up a catalyst so as to keep down the amount of fuel consumed for warming up the catalyst.
  • a control device of a hybrid vehicle for controlling a hybrid vehicle provided with an internal combustion engine, a rechargeable battery, and a rotary electric machine driven by electric power of the battery
  • the control device comprising a driving plan preparing part preparing a driving plan setting one or more via-points on a projected route from a starting point to a destination to divide that projected route into a plurality of driving routes and further divide the driving routes to pluralities of driving sections and setting the driving sections to be driven over by either driving mode of an EV mode of driving using electric power of the battery as a main power supply or an HV mode of driving using the internal combustion engine as a main power supply and comprising a driving mode switching part switching the driving modes in accordance with the driving plan.
  • the driving plan preparing part is configured to be able to prepare a driving plan setting the driving modes of all driving sections in at least one driving route to the EV mode.
  • FIG. 1 is a schematic view of the configuration of a vehicle 100 and an electronic control unit 200 controlling the vehicle 100 according to a first embodiment of the present disclosure.
  • the vehicle 100 is a hybrid vehicle provided with an internal combustion engine 10, power dividing mechanism 20, first rotary electric machine 30, second rotary electric machine 40, battery 50, boost converter 60, first inverter 70, and second inverter 80 and is configured to be able to transmit the power of one or both of the internal combustion engine 10 and second rotary electric machine 40 through a final reduction gear 1 to wheel drive shaft 2. Further, the vehicle 100 is provided with, in addition to the internal combustion engine 10, a map database 95, GPS receiver 96, and navigation system 97.
  • the internal combustion engine 10 makes fuel burn inside a cylinder 12 formed in an engine body 11 to cause generation of power for making an output shaft 13 connected with a crankshaft rotate.
  • Exhaust discharged from the cylinder 12 to an exhaust passage 14 flows through the exhaust passage 14 and is discharged into the atmosphere.
  • a catalyst device 15 is provided for removing harmful substances from the exhaust.
  • the catalyst device 15 is, for example, comprised of a honeycomb shaped substrate 151 carrying an oxidation catalyst or three-way catalyst or other catalyst having an exhaust purification function (exhaust purification catalyst) on its surface. Downstream of the substrate 151, a catalyst temperature sensor 210 is provided for detecting the catalyst temperature.
  • the power division mechanism 20 is a planetary gear for dividing the power of the internal combustion engine 10 into two systems of the power for turning the wheel drive shaft 2 and power for driving the first rotary electrical machine 30 in a regeneration mode and is provided with a sun gear 21, ring gear 22, pinion gears 23, and a planetary carrier 24.
  • the sun gear 21 is an external gear and is arranged at the center of the power division mechanism 20.
  • the sun gear 21 is connected with a shaft 33 of the first rotary electrical machine 30.
  • the ring gear 22 is an internal gear and is arranged around the sun gear 21 so as to become concentric with the sun gear 21.
  • the ring gear 22 is connected with a shaft 33 of the second rotary electrical machine 40. Further, the ring gear 22 has integrally attached to it a drive gear 3 for transmitting rotation of the ring gear 22 to the wheel drive shaft 2 through the final deceleration device 1.
  • a pinion gear 23 is an external gear.
  • a plurality are arranged between the sun gear 21 and ring gear 22 so as to mesh with the sun gear 21 and ring gear 22.
  • the planetary carrier 24 is connected to the output shaft 13 of the internal combustion engine 10 and rotates about the output shaft 13. Further, the planetary carrier 24 is also connected to the pinion gears 23 so as to enable the pinion gears 23 to revolve (orbit) around the sun gear 21 while individually rotating on their axes when the planetary carrier 24 rotates.
  • the first rotary electrical machine 30 is, for example, a three-phase AC synchronous type motor-generator and is provided with a rotor 31 attached to the outer circumference of the shaft 33 coupled with the sun gear 21 and having a plurality of permanent magnets embedded in its outer circumference and a stator 32 around which is wound an excitation coil generating a rotating magnetic field.
  • the first rotary electrical machine 30 has the function of a motor receiving the supply of power from the battery 50 and being driven in a power running mode and the function of a generator receiving power from the internal combustion engine 10 and being driven in a regeneration mode.
  • the first rotary electrical machine 30 is mainly used as a generator. Further, when making the output shaft 13 rotate for cranking at the time of startup of the internal combustion engine 10, it is used as a motor and plays the role of a starter.
  • the second rotary electrical machine 40 is, for example, a three-phase AC synchronous type motor-generator. It is provided with a rotor 41 attached to the outer circumference of the shaft 43 connected to the ring gear 22 and having a plurality of permanent magnets embedded in its outer circumferential part and with a stator 42 around which an excitation coil generating a rotating magnetic field is wound.
  • the second rotary electrical machine 40 has the function as a motor receiving the supply of power from a battery 50 and being driven in a power running mode and the function as a generator receiving power from the wheel drive shaft 2 and being driven in a regeneration mode at the time of deceleration of the vehicle etc.
  • the battery 50 is, for example, a nickel-cadmium storage battery or nickel-hydrogen storage battery, lithium ion battery, or other rechargeable secondary battery.
  • a lithium ion secondary battery with a rated voltage of 200V or so is used as the battery 50.
  • the battery 50 is electrically connected through a boost converter 60 etc. to the first rotary electrical machine 30 and second rotary electrical machine 40 so as to enable charged power of the battery 50 to be supplied to the first rotary electrical machine 30 and second rotary electrical machine 40 and drive them in the power running mode and, further, so as to enable the generated power of the first rotary electrical machine 30 and second rotary electrical machine 40 to charge the battery 50.
  • the battery 50 is, for example, configured to be able to be electrically connected to an external power supply through a charging control circuit 51 and a charging lid 52 so that charging from a household power outlet or other external power supply becomes possible.
  • the vehicle 100 according to the present embodiment is made a so-called "plug-in hybrid vehicle".
  • the charging control circuit 51 is an electrical circuit able to convert AC current supplied from the external power supply to DC current based on a control signal from the electronic control unit 200 and boost the input voltage to the battery voltage to charge the electric power of the external power supply to the battery 50.
  • the boost converter 60 is provided with an electrical circuit boosting the terminal voltage of the primary side terminal and outputting it from the secondary side terminal based on a control signal from the electronic control unit 200 and conversely lowering the terminal voltage of the secondary side terminal and outputting it from the primary side terminal based on a control signal from the electronic control unit 200.
  • the primary side terminal of the boost converter 60 is connected to the output terminal of the battery 50, while the secondary side terminal is connected to the DC side terminals of the first inverter 70 and second inverter 80.
  • the first inverter 70 and second inverter 80 are provided with electrical circuits enabling them to convert direct currents input from the DC side terminals to alternating currents (in the present embodiment, three-phase alternating currents) and output them from the AC side terminals based on a control signal from the electronic control unit 200 and conversely to convert alternating currents input from the AC side terminals to direct currents and output them from the DC side terminals based on a control signal of the electronic control unit 200.
  • the DC side terminal of the first inverter 70 is connected to the secondary side terminal of the boost converter 60, while the AC side terminal of the first inverter 70 is connected to the input/output terminal of the first rotary electrical machine 30.
  • the DC side terminal of the second inverter 80 is connected to the secondary side terminal of the boost converter 60, while the AC side terminal of the second inverter 80 is connected to the input/output terminal of the second rotary electrical machine 40.
  • the map database 95 is a database relating to the map information.
  • This map database 95 for example, is stored in a hard disk drive (HDD) mounted in the vehicle.
  • the map information contains positional information of the roads and information on the road shape (for example, gradients, types of curves/straight parts, curvatures of the curves, etc.), positional information of intersections and branching points, road types, speed limits, and various other road information.
  • the GPS receiver 96 receives signals from three or more GPS satellites to identify a longitude and latitude of the vehicle 100 and detect a current position of the vehicle 100.
  • the GPS receiver 96 transmits the detected current position information of the vehicle 100 to the electronic control unit 200.
  • the navigation system 97 sets a projected route of the vehicle based on the current position information of the vehicle 100 detected by the GPS receiver 96 or map information of the map database 95, destination which the driver sets, etc. and transmits information relating to the set projected route as navigation information to the electronic control unit 200.
  • the electronic control unit 200 is a microcomputer provided with components connected with each other by a bidirectional bus such as a central processing unit (CPU), read only memory (ROM), random access memory (RAM), input port, and output port.
  • CPU central processing unit
  • ROM read only memory
  • RAM random access memory
  • the electronic control unit 200 receives as input output signals from various sensors such as an SOC sensor 211 detecting the battery charging amount or a load sensor 212 generating an output voltage proportional to an amount of depression of an accelerator pedal 220, crank angle sensor 213 generating as a signal for calculating the engine rotational speed etc. an output pulse each time a crankshaft of the engine body 11 rotates by for example 15°, and a start switch 214 for judging starting and stopping of the vehicle 100.
  • various sensors such as an SOC sensor 211 detecting the battery charging amount or a load sensor 212 generating an output voltage proportional to an amount of depression of an accelerator pedal 220, crank angle sensor 213 generating as a signal for calculating the engine rotational speed etc. an output pulse each time a crankshaft of the engine body 11 rotates by for example 15°, and a start switch 214 for judging starting and stopping of the vehicle 100.
  • the electronic control unit 200 drives the control components to control the vehicle 100 based on the output signals of the various sensors which are input etc. Below, the control of the vehicle 100 according to the present embodiment which the electronic control unit 200 performs will be explained.
  • the electronic control unit 200 switches the driving mode to either of an EV (electric vehicle) mode or HV (hybrid vehicle) mode to drive the vehicle 100.
  • EV electric vehicle
  • HV hybrid vehicle
  • the EV mode is a mode in which the charged electric power of the battery 50 is utilized on a priority basis to drive operation of the second rotary electric machine 40 and the power of at least the second rotary electric machine 40 is transmitted to the wheel drive shaft 2 to drive the vehicle 100.
  • the electronic control unit 200 basically uses the charged electric power of the battery 50 to drive the second rotary electric machine 40 by powered operation and uses only the power of the second rotary electric machine 40 to make the wheel drive shaft 2 rotate to drive the vehicle 100.
  • the HV mode is a mode in which the internal combustion engine 10 is operated and the generated electric power of the first rotary electric machine 30 is utilized on a priority basis to drive the second rotary electric machine 40 by powered operation and the power of both the internal combustion engine 10 and the second rotary electric machine 40 is transmitted to the wheel drive shaft 2 to drive the vehicle 100.
  • the electronic control unit 200 divides the power of the internal combustion engine 10 into two systems by the power dividing mechanism 20, transmits one divided power of the internal combustion engine 10 to the wheel drive shaft 2, and uses the other power to drive the first rotary electric machine 30 by regenerative operation. Further, basically the generated electric power of the first rotary electric machine 30 is used to drive the second rotary electric machine 40 by powered operation and the power of the second rotary electric machine 40 is transmitted to the wheel drive shaft 2 in addition to the one power of the internal combustion engine 10 to drive the vehicle 100.
  • the internal combustion engine 10 tends to become poor in heat efficiency the lower the engine load. For this reason, for example, at the time of a driving section with a large number of traffic lights, a driving section with a large amount of traffic and easy congestion, or other driving section in which a vehicle frequently repeatedly starts and stops or continues being driven at a low speed, it is desirable to set the driving mode to the EV mode to drive the vehicle 100.
  • the driving mode to the HV mode to drive the vehicle 100 at the time of a driving section enabling continuous steady driving with a certain constant level or more of vehicle speed maintained as is or other driving section enabling driving in a region of engine load with a good heat efficiency.
  • preparing in advance a driving plan specifying at which driving sections on a projected route on one trip to a destination (between when start switch 214 of vehicle is turned on and when it is turned off) to drive by the EV mode and switching the driving modes according to that driving plan can be said to be an effective means for keeping down the amount of fuel required for driving.
  • Such a conventional driving plan was a driving plan optimizing driving for one trip and did not consider at all the fuel excessively consumed for warming up the exhaust purification catalyst of the internal combustion engine 10. That is, when first starting up the internal combustion engine 10 at each trip, fuel is excessively consumed for promoting the warm-up of the catalyst for securing the exhaust performance, but in the past, the driving plan was prepared without considering this amount of fuel consumption for warming up the catalyst.
  • a conventional driving plan optimizes the outboard and return trips, so sometimes HV sections (driving sections where driving mode is set to the HV mode) are set on both of the outboard and return driving routes. If doing this, fuel for warming up the catalyst is excessively consumed at least one time each on both of the outboard and return trips.
  • FIG. 2A and FIG. 2B are flow charts for explaining preparation of a driving plan according to the present embodiment. Further, FIG. 3A to FIG. 3C explain the preparation of a first driving plan (section driving plan) optimizing the driving of one trip, while FIG. 4A to FIG. 4C are views explaining the preparation of a second driving plan (route driving plan) optimizing a plurality of trips.
  • the starting point and destination are, for example, made the home garage or other main storage location of the vehicle 100.
  • the vehicle 100 preparing the driving plan is a plug-in hybrid vehicle like in the present embodiment, it is possible to make the starting point or destination a plug-in chargeable location.
  • a via-point is made the end point of one trip. For example, it is made the destination set at the starting point (future destination).
  • the destinations may be made the via-points, while in the case of a vehicle being used for commuting to work or commuting to school, the workplace or the school place can be made the via-point.
  • the electronic control unit 200 calculates the driving loads of the driving sections based on the road information (for example, gradients and road types, speed limits, average curvature, etc.) of the driving sections. Further, the electronic control unit 200, as shown in FIG. 3A , calculates the EV suitabilities of the driving sections and the amounts of estimated consumed electric power of the driving sections when the driving sections are driven over by the EV mode (below, referred to as "section consumed electric power") based on the driving loads of the driving sections.
  • the EV suitability is an indicator expressing to what extent each driving section is suitable for EV driving and is made a higher value the lower the driving load of each driving section (that is, the more suitable for EV driving).
  • the EV suitability is described simplified by classifying the EV suitability based on the driving load of each driving section into “1" (low EV suitability) to "3" (high EV suitability). Further, the section consumed electric power as well is described simplified by classifying the section consumed electric power in accordance with its magnitude into “1” (small section consumed electric power) to "3” (large section consumed electric power).
  • the electronic control unit 200 calculates the amount of estimated power consumption TE when driving over a projected route by the EV mode (below, referred to as the "total consumed electric power") based on the section consumed electric power of the driving sections.
  • the electronic control unit 200 calculates the amount of electric power CE of the battery 50 able to be used for EV driving based on the battery charging amount (below, referred to as the "usable electric power") and judges if the usable electric power CE is the total consumed electric power TE or more.
  • the electronic control unit 200 proceeds to the processing of step S5 when the usable electric power CE is the total consumed electric power TE or more.
  • the electronic control unit 200 proceeds to the processing of step S6 when the usable electric power CE is less than the total consumed electric power TE.
  • the electronic control unit 200 sets all of the driving sections to EV sections to enable driving over a projected route by the EV mode if the usable electric power CE is the total consumed electric power TE or more.
  • the electronic control unit 200 ignores the driving route and rearranges the driving sections in the order of the highest EV suitability down. It rearranges driving sections with the same EV suitability in the order of the smallest section consumed electric power up. If the section consumed electric power is also the same, it rearranges the driving sections in the order of the smallest actual section no. up.
  • the electronic control unit 200 judges the presence of any sort section no. "k” satisfying the following inequality (1).
  • DE shows the added value obtained by adding the section consumed electric power in the order of the driving section with the highest EV suitability down and smallest section consumed electric power up.
  • DE k is the total value (added value) of the section consumed electric power of the driving sections from the sort section no. 1 to the sort section no. "k”
  • DE k+1 is the total value (added value) of the section consumed electric power of the driving sections from the sort section no. 1 to the sort section no. k+1: DE k ⁇ CE ⁇ DE k + 1
  • the electronic control unit 200 judges that there is no sort section no. "k” satisfying the inequality (1) if the section consumed electric power DE 1 of the driving section when the sort section no. "k” is 1 is larger than the usable electric power CE. In this case, the electronic control unit 200 judges that there is no driving section in which driving is possible in the EV mode and proceeds to the processing of step S8. On the other hand, the electronic control unit 200 judges that there is a sort section no. "k” satisfying the inequality (1) if the section consumed electric power DE 1 of the driving section with a sort section no. "k” of 1 is the usable electric power CE or less and proceeds to the processing of step S9.
  • the electronic control unit 200 calculates the sort section no. "k” satisfying the inequality (1).
  • the electronic control unit 200 calculates the estimated values of the amounts of fuel consumed for driving at the HV sections (below, referred to as the "amounts of section consumed fuel") and calculates the amount of driving consumed fuel DF1 at the first driving plan comprised of the total value of these based on the road information of the driving sections set as HV sections in the first driving plan.
  • the electronic control unit 200 calculates the estimated values of the amounts of fuel consumed for warming up the catalyst on driving routes in which HV sections are set in the first driving plan (below, referred to as the "amounts of route warm-up consumed fuel") and calculates the amount of warm-up consumed fuel HF1 in the first driving plan comprised of the total value of these.
  • the amount of route warm-up consumed fuel is consumed for warming up the catalyst in driving sections in which the mode is first switched to the HV mode in the driving routes, that is, in driving sections where the mode is first switched to the HV mode in the trips.
  • the electronic control unit 200 calculates the estimated value of the amount of fuel TF1 consumed when switching the driving modes according to the first driving plan while driving on a projected route (below, referred to as "the amount of the first total fuel consumption”). Specifically, the electronic control unit 200, as shown in FIG. 3C , adds the amount of driving consumed fuel DF1 and the amount of warm-up consumed fuel HF1 in the first driving plan to calculate the amount of the first total fuel consumption TF1.
  • the electronic control unit 200 calculates the amounts of estimated consumed electric power on driving routes when driving over driving routes by the EV mode (below, "route consumed electric power") based on the section consumed electric power of the driving sections .
  • route consumed electric power the total value of the section consumed electric power of the simplified driving sections for each driving route is described as the "route consumed electric power”.
  • the electronic control unit 200 judges if there is a sort route no. "k” satisfying the following inequality (2).
  • RE shows the added value obtained by adding the route consumed electric power in the order from the driving route with the smallest route consumed electric power up.
  • RE k is the total value (added value) of the route consumed electric power of the driving routes from the sort route no. 1 to the sort route number "k”
  • RE k+1 is the total value (added value) of the route consumed electric power of the driving routes from the sort route no. 1 to the sort route number k+1: RE k ⁇ CE ⁇ RE k + 1
  • the electronic control unit 200 judges that there is no sort route number "k” satisfying the inequality (2) if the route consumed electric power RE 1 of the driving route when the sort route number "k” is 1 is larger than the usable electric power CE. In this case, the electronic control unit 200 judges that there is no driving route which can be driven over in the EV mode as is and proceeds to the processing of step S21. On the other hand, the electronic control unit 200 judges that there is a sort route number "k” satisfying the inequality (2) if the route consumed electric power RE 1 of the driving route when the sort route number "k” is 1 is the usable electric power CE or less and proceeds to the processing of step S16.
  • the electronic control unit 200 calculates the sort route number "k" satisfying the inequality (2).
  • the electronic control unit 200 again rearranges the driving routes in the order of the actual route nos. to thereby prepare the second driving plan (route driving plan).
  • the electronic control unit 200 calculates the amounts of section consumed fuel of the HV sections based on the road information of the driving sections set as HV sections in the second driving plan and calculates the amount of driving consumed fuel DF2 in the second driving plan comprised of the total value of these.
  • the electronic control unit 200 calculates the amounts of route warm-up consumed fuel of driving routes in which HV sections are set in the second driving plan and calculates the amount of warm-up consumed fuel HF2 in the second driving plan comprised of the total value of these. As shown in FIG. 4C , in the second driving plan according to the present embodiment, an amount of route warm-up consumed fuel is generated at only the driving route with an actual route no. of 1.
  • the electronic control unit 200 calculates the estimated value of the amount of fuel TF2 consumed when switching the driving modes according to the second driving plan while driving on a projected route (below, referred to as "the amount of the second total fuel consumption”). Specifically, the electronic control unit 200, as shown in FIG. 4C , adds the amount of driving consumed fuel DF2 and the amount of warm-up consumed fuel HF2 in the second driving plan to calculate the amount of the second total fuel consumption TF2.
  • the electronic control unit 200 compares the magnitudes of the amount of first total fuel consumption TF1 and amount of second total fuel consumption TF2, proceeds to the processing of step S21 when the amount of first total fuel consumption TF1 is smaller, and proceeds to the processing of step S22 when the amount of second total fuel consumption TF2 is smaller. Note that when the amount of first total fuel consumption TF1 and amount of second total fuel consumption TF2 are the same, it is possible to proceed to the processing of either of step S21 and step S22, but in the present embodiment, the unit is made to proceed to the processing of step S22.
  • the electronic control unit 200 employs the first driving plan and performs switching control of the driving mode in accordance with the first driving plan.
  • the electronic control unit 200 employs the second driving plan and performs switching control of the driving mode in accordance with the second driving plan.
  • the amount of driving consumed fuel DF1 in the first driving plan optimizing the driving of one trip becomes smaller than the amount of driving consumed fuel DF2 in the second driving plan optimizing the driving of a plurality of trips.
  • the warm-up consumed fuel HF1 and HF2 in the driving plans in the first driving plan, two operations of warming up the catalyst become necessary, so it is learned that the amount of first total fuel consumption TF1 becomes greater than the amount of second total fuel consumption TF2.
  • an electronic control unit 200 (control device) of a vehicle 100 (hybrid vehicle) provided with an internal combustion engine 10, rechargeable battery 50, and second rotary electric machine 40 (rotary electric machine) driven by electric power of the battery 50, comprising a driving plan preparing part preparing a driving plan setting one or more via-points on a projected route from a starting point to a destination to divide that projected route into a plurality of driving routes and further divide the driving routes into pluralities of driving sections and setting which driving mode of an EV mode of driving using electric power of the battery 50 as a main power supply or an HV mode of driving using the internal combustion engine 10 as a main power supply to drive with over each driving section and a driving mode switching part switching driving modes in accordance with the driving plan.
  • the driving plan preparing part is configured to be able to prepare a driving plan setting the driving modes of all driving sections in at least one driving route to the EV mode.
  • the driving plan preparing part is provided with a route consumed electric power calculating part calculating route consumed electric powers comprised of estimated values of electric power consumed when driving over driving routes by the EV mode and is configured to prepare a second driving plan (route driving plan) setting the driving modes of all of the driving sections in the driving routes to the EV mode in order from the driving route with the smallest route consumed electric power up and setting the driving modes of all of the driving sections in the driving routes to the HV mode from the driving routes at which the added value RE obtained by adding the route consumed electric power in the order from the driving route with the smallest route consumed electric power up exceeds the usable electric power CE of the battery 50 (driving routes with the sort route number k+1 on).
  • route driving plan route driving plan
  • driving routes as EV routes in order from the driving route with the highest possibility of being driven over by an EV mode down. That is, it is possible to increase the driving routes able to be set as EV routes as much as possible, so it is possible to prepare a driving plan with a possibility of being able to reduce the number of times of warming up the catalyst as much as possible to keep down the amount of fuel consumed for warming up the catalyst.
  • the driving plan preparing part is provided with a suitability calculating part calculating EV suitabilities (suitabilities) when driving over driving sections by the EV mode and a section consumed electric power calculating part calculating section consumed electric power comprised of estimated values of electric power consumed when driving over the driving sections by the EV mode and is configured so as to prepare a first driving plan (section driving plan) setting the driving modes to the EV mode in order of the driving section with the highest suitability down and smallest section consumed electric power up and setting the driving modes to the HV mode from a driving section where an added value DE obtained by adding the section consumed electric power in order from the driving section with the highest suitability down and smallest section consumed electric power up exceeds the usable electric power CE of the battery (driving sections with sort section no. k+1 on).
  • the driving mode switching part is configured to switch the driving mode in accordance with the second driving plan when the amount of the first total fuel consumption TF1 comprised of the total of the amounts of fuel consumed in driving routes in which there are driving sections set to the HV mode in the first driving plan is greater than the amount of the second total fuel consumption TF2 comprised of the total of the amounts of fuel consumed in the driving routes in which all driving sections are set to the HV mode in the second driving plan.
  • the amount of the first total fuel consumption TF1 and the amount of the second total fuel consumption TF2 are respectively totals of the amounts of fuel consumed for driving and the amounts of fuel consumed for warming up the exhaust purification catalyst of the internal combustion engine 10.
  • a via-point is made the end point of one trip of the vehicle 100, so it is possible to prepare a driving plan optimizing a plurality of trips.
  • the present embodiment differs from the first embodiment in the content of the second driving plan. Below, the points of difference will be focused on in the explanation.
  • FIG. 5A and FIG. 5B are flow charts for explaining preparation of a driving plan according to the present embodiment.
  • the processing content from step S1 to step S16 and from step S18 to step S22 is basically content similar to the first embodiment, so the explanation will be omitted here.
  • FIG. 6A to FIG. 6E are views explaining the preparation of a second driving plan (route priority driving plan) according to the present embodiment optimizing a plurality of trips.
  • the electronic control unit 200 rearranges the driving sections on the driving routes from the sort route number k+1 to the sort route no.
  • the electronic control unit 200 calculates the excess electric power ⁇ CE of the battery 50 comprised of the usable electric power CE of the battery 50 minus the total value RE k of the route consumed electric power of the driving routes up to the sort route number "k".
  • the electronic control unit 200 judges if there is a second sort section no. "k” satisfying the following inequality (3).
  • EE shows the added value obtained by adding the second consumed electric power in the order from the driving section with a high EV suitability down and smallest section consumed electric power up in the driving routes from the sort route number k+1 to the sort route no. "n".
  • EE k is the total value (added value) of the section consumed electric power of the driving sections from the second sort section no. 1 to the second sort section no. "k”
  • EE k+1 is the total value of the section consumed electric power of the driving sections from the second sort section no. 1 to the sort section no. k+1: EE k ⁇ ⁇ CE ⁇ EE k + 1
  • the electronic control unit 200 judges that there is no second sort section no. "k” satisfying the inequality (3) if the section consumed electric power EE 1 of the driving section when the second sort section no. "k” is 1 is larger than the excess electric power ⁇ CE. In this case, the electronic control unit 200 judges that there is no driving section able to be driven on by the EV mode in the driving sections on the driving routes from the sort route number k+1 to the sort route no. "n” and proceeds to the processing of step S34. On the other hand, the electronic control unit 200 judges that there is a second sort section no. "k” satisfying the inequality (3) if the section consumed electric power EE 1 of the driving section when the second sort section no. "k” is 1 is the excess electric power ⁇ CE or less and proceeds to the processing of step S35.
  • the electronic control unit 200 rearranges the driving routes in the order of the actual route nos. and sets the result as the second driving plan (route priority driving plan).
  • the electronic control unit 200 calculates the second sort section no. "k” satisfying the inequality (3).
  • the electronic control unit 200 rearranges the driving sections in the order of the actual section nos. and sets the result as the second driving plan (route priority driving plan).
  • the driving plan preparing part is provided with a suitability calculating part calculating EV suitabilities (suitabilities) when driving over driving sections by the EV mode, a section consumed electric power calculating part calculating a section consumed electric power comprised of an estimated value of electric power consumed when driving over the driving sections by the EV mode, and a route consumed electric power calculating part calculating a route consumed electric power comprised of an estimated value of electric power consumed when driving over the driving routes by the EV mode.
  • the driving plan preparing part is configured to prepare a second driving plan (route priority driving plan) setting driving routes up to where a first added value RE obtained by adding the route consumed electric power in order from the driving route with the smallest route consumed electric power up exceeds the usable electric power CE of the battery 50 to EV routes in which the driving modes of all of the driving sections in the driving route are made the EV mode in order from the driving route with the smallest route consumed electric power up, setting, for driving routes in which the first added value RE exceeds the usable electric power CE of the battery 50, the driving sections up to where a second added value EE obtained by adding the section consumed electric power in order from the driving section with a high EV suitability down and small section consumed electric power up in the driving routes exceeds an excess electric power ⁇ CE of the battery 50 comprised of the usable electric power CE of the battery 50 minus the total value REk of the route consumed electric power of the EV route to EV modes, and setting driving modes to HV modes from the driving section in which the second added value EE exceeds the
  • the present embodiment if there is a driving section which can be set as an EV section in consideration of the excess electric power ⁇ CE of the battery among the driving sections on a driving route set as an HV route in the first embodiment, it is possible to prepare a second driving plan setting a driving section with a high EV suitability among them as an EV section with priority. For this reason, it is possible to increase as much as possible the driving routes able to be set as EV routes while, it is possible to set a section which had been set as an HV section in the first embodiment as an EV section using excess electric power ⁇ CE of the battery, so it is possible to keep down the overall amount of consumed fuel when driving over a projected route.
  • the driving plan preparing part according to the present embodiment is further configured to prepare a section driving plan setting the driving modes to EV modes in order from the driving section with the highest EV suitability (suitability) down and smallest section consumed electric power up and setting the driving modes to HV modes from the driving section in which a third added value DE obtained by adding the section consumed electric power in order from the driving section with the highest EV suitability down and smallest section consumed electric power up exceeds the usable electric power CE of the battery 50.
  • the driving mode switching part is configured so as to switch the driving modes in accordance with the second driving plan (route priority driving plan) when the amount of the first total fuel consumption TF1 comprised of the total of the amounts of fuel consumed in driving routes in which there are driving sections set to HV modes in a section driving plan is greater than the amount of the second total fuel consumption TF2 comprised of the total of the amounts of fuel consumed in driving routes in which there are driving sections set to HV modes in a route priority driving plan.
  • the present embodiment differs from the second embodiment on the point that the temperature of the catalyst which was warmed up once is kept from ending up falling to the activation temperature or less in the EV sections. Below, the points of difference will be focused on in the explanation.
  • the driving plan preparing part of the second embodiment explained above was configured so as to prepare a second driving plan (route priority driving plan) setting driving sections from driving sections with high EV suitability as EV sections with priority in the case where there is a driving section able to be set as an EV section considering the excess electric power ⁇ CE of the battery among the driving sections of a driving route set as an HV route in the first embodiment.
  • a second driving plan route priority driving plan
  • EV sections are set on part of a driving route set as an HV route in the first embodiment (in FIG. 6E , a driving route with an actual route no. of 1). That is, a driving route in which HV sections and EV sections are mixed is generated. If in this way a driving route in which HV sections and EV sections are mixed is generated, the following such problem is liable to arise. Below, referring to FIG. 7 , this problem will be explained.
  • FIG. 7 is a view showing one example of a second driving plan (route priority driving plan).
  • the driving route with the actual route no. of 1 is a driving route with HV sections and EV sections mixed together, while the driving route with the actual route no. of 2 is an EV route.
  • a driving route with HV sections and EV sections mixed together is generated, for example, as shown in FIG. 7 , sometimes a succession of driving sections set as EV sections (in FIG. 7 , driving sections with actual section nos. of 2 to 4) continue after a driving section set as an HV section (in FIG. 7 , driving section with actual section no. of 1), then a driving section set as an HV section (in FIG. 7 , a driving section with an actual section no. of 5) arises again.
  • the internal combustion engine 10 in a driving route comprised of HV sections and EV sections mixed together, to prevent the temperature of a catalyst warmed up once from falling to the activation temperature or less in an EV section, when the catalyst temperature in an EV section falls to a predetermined temperature rise reference temperature higher than the activation temperature, the internal combustion engine 10 is temporarily made to operate to make the catalyst temperature rise only if an HV section is set after the EV section.
  • the flow chart relating to the preparation of a driving plan according to the present embodiment is basically similar to the flow chart of FIG. 5A and FIG. 5B explained in the second embodiment, but the processing of step S36 partially differs.
  • FIG. 9 is a flow chart explaining catalyst temperature rise control according to the present embodiment.
  • the electronic control unit 200 judges if the catalyst was already warmed up one time in the current trip. In the present embodiment, the electronic control unit 200 judges that the catalyst was already warmed up one time in the current trip if already driving once in the HV mode in the current trip and then proceeds to the processing of step S42. On the other hand, the electronic control unit 200 judges that the catalyst was still not warmed up even once in the current trip if not already driving once in the HV mode in the current trip and then ends the current processing.
  • step S42 the electronic control unit 200 judges if the current driving section is an IEV section.
  • the electronic control unit 200 proceeds to the processing of step S43 if the current driving section is an IEV section.
  • the electronic control unit 200 ends the current processing if the current driving section is not an IEV section.
  • step S43 the electronic control unit 200 judges if there is an HV section in the remaining driving sections of the current trip.
  • the electronic control unit 200 proceeds to the processing of step S44 if there is an HV section in the remaining driving sections of the current trip.
  • the electronic control unit 200 ends the current processing if there is no HV section in the remaining driving sections of the current trip.
  • the electronic control unit 200 reads the catalyst temperature detected by the catalyst temperature sensor 210.
  • the vehicle In the IEV section, the vehicle is driven in the EV mode.
  • the internal combustion engine 10 is not operated, so it is possible to precisely detect the catalyst temperature by the catalyst temperature sensor 210 without being affected by the exhaust discharged from the internal combustion engine 10.
  • the electronic control unit 200 judges if the catalyst temperature is a predetermined control lower limit temperature or more.
  • the control lower limit temperature is a temperature corresponding to the catalyst temperature at the time of cold start of the internal combustion engine 10 and, for example, can be made the average outside air temperature.
  • the control lower limit temperature is a temperature lower than the activation temperature.
  • the electronic control unit 200 proceeds to the processing of step S46 if the catalyst temperature is a predetermined control lower limit temperature or more and ends the current processing if the catalyst temperature is less than the control lower limit temperature.
  • step S46 the electronic control unit 200 judges if the catalyst temperature is less than a predetermined temperature rise reference temperature.
  • the electronic control unit 200 proceeds to the processing of step S47 if the catalyst temperature is less than the temperature rise reference temperature.
  • the electronic control unit 200 ends the current processing if the catalyst temperature is the temperature rise reference temperature or more.
  • the electronic control unit 200 makes the internal combustion engine 10 start and makes the internal combustion engine 10 operate by exactly a predetermined time to thereby make the catalyst temperature rise.
  • step S47 it is possible to limit the startup of the internal combustion engine 10 to when the driving load is a predetermined load or more. This is because, for example, if making the internal combustion engine 10 operate while the vehicle has stopped or during low speed driving or otherwise at the time of engine low load, the internal combustion engine 10 is made to operate in the state of a low heat efficiency, so conversely the amount of fuel consumption is liable to increase.
  • the electronic control unit 200 is configured to further comprise a catalyst temperature rise control part performing catalyst temperature rise control making the temperature of the exhaust purification catalyst rise when the temperature of the exhaust purification catalyst becomes less than a predetermined temperature rise reference temperature higher than the activation temperature where the exhaust purification function of the exhaust purification catalyst is activated in the case of switching the driving modes in accordance with the second driving plan (route priority driving plan) when driving on a driving section on a driving route other than an EV route and set to an EV section (that is, an IEV section) if already warming up the exhaust purification catalyst of the internal combustion engine 10 on that driving route and there is an HV section in the remaining driving sections on the driving route.
  • it is configured to perform control for making the internal combustion engine 10 operate for exactly a predetermined time as the catalyst temperature rise control.
  • the catalyst temperature falls to the activation temperature or less during the EV sections, it is necessary to warm up the catalyst again in a subsequent HV section and it is necessary to warm up the catalyst a plurality of times during one trip, but like in the present embodiment, it is possible to make the internal combustion engine 10 operate for exactly a predetermined time during the EV sections to maintain the catalyst temperature at a high temperature to thereby keep down the increase in the amount of fuel consumption due to the increase in the number of times of warning up the catalyst. For this reason, it is possible to keep to a minimum extent the increase in the amount of fuel consumption when switching driving modes according to the second driving plan.
  • the present embodiment differs from the third embodiment on the content of the catalyst temperature rise control. Below, the points of difference will be focused on in the explanation.
  • FIG. 10 is a schematic view of the configuration of a vehicle 100 and an electronic control unit 200 controlling the vehicle 100 according to the fourth embodiment of the present disclosure.
  • the catalyst device 15 of the internal combustion engine 10 is provided with a pair of electrodes 152 and a voltage adjustment circuit 153 so as to be able to supply electric power to the substrate 151 to heat the substrate 151.
  • the substrate 151 according to the present embodiment is formed by silicon carbide (SiC) or molybdenum disilicide (MoSi 2 ) or other material generating heat by carrying a current.
  • SiC silicon carbide
  • MoSi 2 molybdenum disilicide
  • the pair of electrodes 152 are respectively electrically connected to the substrate 151 in the electrically insulated state and are connected through the voltage adjustment circuit 153 to the battery 50.
  • the voltage applied by the pair of electrodes 152 to the substrate 151 can be adjusted by the electronic control unit 200 controlling the voltage adjustment circuit 153. For example, it is possible to apply the voltage of the battery 50 as it is and possible to apply the voltage of the battery 50 while lowering it to any voltage.
  • FIG. 11 is a flow chart explaining temperature rise control of the catalyst temperature according to the present embodiment.
  • the processing content of the processing from step S41 to step S46 is basically the same content as the third embodiment, so the explanation will be omitted here.
  • the electronic control unit 200 applies voltage through the pair of electrodes 152 to the substrate 151 to supply electric power to the substrate 151 and heats the substrate 151 for exactly a predetermined time to thereby make the catalyst temperature rise.
  • the present embodiment differs from the above embodiments on the point that part of the processing which was performed by the electronic control unit 200 is performed by the server 300. Below, the points of difference will be focused on in the explanation.
  • FIG. 12 is a block diagram schematically showing the configuration of a vehicle 100 and a control device controlling the vehicle 100 according to the fifth embodiment of the present disclosure.
  • the control device for controlling the vehicle 100 is comprised of an electronic control unit 200 and a server 300.
  • the electronic control unit 200 and the server 300 can communicate with each other through a network 400.
  • the server 300 can communicate not only with the vehicle 100, but also with a plurality of other vehicles.
  • the server 300 is provided with a communication interface, a central processing unit (CPU), a memory such as a random access memory (RAM), a hard disk drive, etc.
  • the server 300 runs a program etc. stored in the hard disk drive to prepare a driving plan which had been prepared by the electronic control unit 200 in the first embodiment to the fourth embodiment instead of the electronic control unit 200 and transmits it to the electronic control unit 200.
  • a plug-in hybrid vehicle configured so that the battery 50 can be electrically connected to an external power supply was explained as an example, but it may also be a usual hybrid vehicle.
  • the driving routes up to the sort route number "k” were set to EV routes in which all of driving sections on the driving route are made EV sections, the driving routes from the sort route number k+1 to the sort route no. "n" are set to HV routes in which all of the driving sections on the driving route are made HV sections, and the driving routes are again rearranged in the order of the actual route nos. to prepare one second driving plan (route driving plan).
  • the driving route of the sort route no. 1 is set to an EV route in which all of the driving sections on the driving route are made EV sections
  • the driving routes from the sort route no. 2 to the sort route no. "n" are set to HV routes in which all driving sections on the driving route are made HV sections
  • the driving routes are again rearranged in the order of the actual route nos. to thereby first prepare a first second driving plan.
  • the driving routes up to the sort route no. 2 are set to EV routes in which all of the driving sections on the driving route are made EV sections
  • the driving routes from the sort route no. 3 to the sort route no. "n" are set to HV routes in which all of the driving sections on the driving route are made HV sections
  • the driving routes are again rearranged in the order of the actual route nos. to prepare a second second driving plan.
  • the driving routes up to the sort route no. 3 are set to EV routes in which all of the driving sections on the driving route are made EV sections
  • the driving routes up to the sort route no. 4 are set to HV routes in which all of the driving sections on the driving route are made HV sections
  • the driving routes are again rearranged in the order of the actual route nos. to thereby prepare a third second driving plan.
  • the driving routes are again rearranged in the order of the actual route nos. to thereby prepare a fourth second driving plan.
  • step S16 the sort route number "k" satisfying the inequality (2) is 2 or more
  • step S36 in the processing from step S31 to step S36, in the following way, it is also possible to prepare a plurality of (number corresponding to sort route number "k") second driving plans (route priority driving plans) and employ as the second driving plan the one in which the second total fuel consumption TF2 becomes the smallest and compare the result with the first total fuel consumption TF1 of the first driving plan at step S20.
EP19160111.1A 2018-03-02 2019-02-28 Dispositif de commande Pending EP3533678A1 (fr)

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JP2018178140A JP7067388B2 (ja) 2018-03-02 2018-09-21 ハイブリッド車両の制御装置

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